Railway-traffic-controlling apparatus



May 8', 1928.

y 1,668,641 L. o. GRONDAHL RAILWAY TRAFFIC CONTROLLING APPARATUS Filed oct. v 192s 3 Sheets-snee*v 1 .Slow releasing an d .flow pick-L50 relays.

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INVENTOR r May 8, 1928.

L. O. GRONDAHL RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. '7, 1926 25 Sheets-'Sheet Pide-uf I '//l lll 'Ill/1, J .Maul vll/11111111111 May 8, 1928. 1,668,641

1 o. GRONDAHL.-

RAILWAY TRAFFIC CONTROLLING APPARATUS 'Filed Oct. v. 192e s sheets-snee*v 3 y l ,I 50 B 61 t 59 i L 7i5`6 (kp 0 n 6a .5? QyO 6'8 4 0 AJM@ .711

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INVENTORI /Qmdwe, @faQ-M Patented May 8, 1928.

UNITED STATES PATENT OFFICE.

' LABS O. GRONDAHL, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOB T0 THE UNION SWITCH & SIGNAL COMPANY, OF SWI'SSVALE,v PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TBAFFIC-CONTRQLLIN G APPARATUS.

Application led October 7, 1926. Serial No. l140,024.

My invention relates to railway trafiic controlling apparatus vthat is,fto apparatus for governing the passage of cars or trains along a railway. Certain forms of my apparatus lareadapted particularly to the train-carried portion o a train control system wherein the apparatuson the train 1s governed yby energy vreceived from the trackway, wlnle other forms of apparatus embodying my invention are adapted for useeither as part of the train-carried portion ofv a train controll system or as part of a system for controllingwayside signals.

I will describe several forms of apparatus embodying my invention, and will then point out the novel features thereof in claims. y

In theaccompanying drawings, Fig. 1 is a diagrammatic view showing one form of apparatus embodying .I my invention and adapted for use as the train-carried portion of a train control system. Figy). is a diagramma-tic view -showing a modified form lof apparatus embodying my invention, suitable for use as the train-carried port-ion of a train control system and part of which is suitable for use as a portion of a system for the control of wayside signals. Fig. 2 is a view indicatingr the coded impulses to which the apparatus shown in Fig. 2 is responsive. Fig. 3 is adiagrammatic view showing a modification of a portion of the ap aratus shown in Fig. 2, and also embodying my invention.

Similar reference characters refer to similar parts in each ofthe several views.

Referrin first to Fig. 1, the reference character lg 'designates a relay which is energized, alternately in opposite directions at a; rate'dependent upon traflic cmiditions iu advance. Under safe traffic conditions this relay is energized alternately in opposite di' which may have .energy induced therein the two terminals of a suitable source of current which is not shown in the drawing.-

The relays C1 and C2 are'so proportioned that when the relay'D rate corresponding to safe tralic conditions,

which rate I will term the proceed rate,

the relays C1 and C2 remain constantly closed, that is, relay C1` holds its front contactclos'ed during the interval in which contact` 3--3b is open and relay C2 holds its front contact closed 'during the interval in which contact 3-3 is open. When relay D is operating at the rate corresponding to unsafe trafiic conditions, however, and which,

rate'l will hereinafter term the sto rate,- the periods of de-energization of re ays C1 and,` C2 are greater than the release periods of these relays, so thatl these relays are Valternately opened.` Each of these relays is also designed to pick up slowl and the pick up interval is longer than t e interval required for release, so that under unsafe conditions both relays 'are never closed simultaneously.

While relays C1 and C? are closed, aproeeed lamp G is continuously lighted; the circuit for this lamp being from terminal B through front contact 7-7Vof relay C1. front contact 8 of rela Cz and lamp G to kterminal O. When cit er relay C1 or Cz isl open, a stoplampR is lighted, because the c1rcuit for this lamp includesI back contact 7--7b of relay C1L and back contact 9 of relay C2 connected in multiple.

The reference characters A1, A?, A3, A,

A5 and A6, designate a series of speed governing relays, which relays are controlled vby rela-ys C1 and C2, and also by a circuit controller E which is constantly rotated at a rate corresponding to the speed of the is operating at thetrain. Usually the circuit controller E will be operatively connected with a wheel of the train. This circuit controllerl comprises a -circular member ot conducting.material 30 having an insulation segment in its ,pc-

riphery and co-operating with two op )ositoly located brushes 23 and 24. It ollou's that each brush engages the insulation segment 1() once foreach revolution of the member 30.

lVhilc relays C1 and CL are closed relay Al is energized, the circuit being from .terminal B through front contact 7-73 or relay C1, iront contact 8 of relay C2, wires 31 and 16, and the left-handhalf of vthe winding of relay A1 to terminal O. Relay A1 is provided with a stick circuit which passes fromvterminal l2, through the member 1 30 of circuit controller E, brush 23, front contact 21 of relay A1, and the right-hand half of the winding of this relay to terminal O. Relay Ag is provided with a'Ipick-up circuit which passes from terminal B through front contact 17 of relay A1 and the right-hand halt of the winding of relay A2 to terminal O. This relay is also pro. vided with a stick circuit which passes tromterminal B through member 30 of circuit controller E, brush 24, front contact 22' of relay A2., and the left-hand half of the winding of this relay to terminal O. The remaining relays of the series are controlled in the same manner as relay A2. That is to say, the pick-up circuit for relay A3 includes contact 18 of relay A2, and the stick circuit for relay A3 includes circuit controller E and contact 10 of relay A3. The pickup circuit for relay A* includes Contact 32 ot' relay A3, and the holding circuit includes circuit controllerE and contact 11.4 The' *pick-up circuit for relay A5 includes contact 12 of relay A, and the stick circuit for the relay A5 includes circuit controller E and contact 14 of relay A. The pick-jup circuit for relay Au includes'contact 13 of relay A", and the stick circuit includes circuit controller E and contact 15 of relay A". Relay A6 controls a brake application valve F having a winding 20, and which valve is arranged to cause an automatic application of the brakes when the winding is de-energized. 'lhe main circuit for winding 2() is from terminal B, through contact 19 of relay Ao and winding 2() to terminal O.

The relay A3 controls a slow-release-relay H, the circuit being from terminal B through front contact of relay A3, front contact of relay AG, and the Winding of relay H to terminal O. When relay Hjs l cle-energized its back contact 28 closes an auxiliary pick-up circuit for relay A1, which circuit is from terminal B-through contact 29 on brake Valve F, back contact 28 of relay H, wires 33 and 1G and the left-hand halt' of the winding of relay A to terminal O. Contact 29 is closed `when the brake valve F isclose'd, but opened when this valve is open'. When relay H is (le-energized it also closes au auxiliary circuit for tl1e winil ind 2O of brake valve' F, if this valve is closed, this circuit being from terminal B, through contact 29, back contact 27 of relay H. Iand winding 20 ot brake valve F to terminal O.

lThe operation of the apparatus shown in Fig. 1 is as follows: Assuming thatthe proceed indication is being received on a train, relays C1 and C2 are both continuously closed, so that the proceed lamp G is lighted, the stop lamp R is extinguished, each of the relays A1 to A6 is energized by its pick-up circuit, and brake valve F is energized to prevent an automatic application of the brakes. I will now assume that the stop ind ication is received on the train, so that the relays Cl and CL are alternately opened. Proceed lam i Gr will therefore be extinguished and t ie stop lamp R will be lighted. Then one of the relays C1 or C2 opens, the

pick-up circuit for relay A]L will becomey opened, but this relay will remain energized until its stick circuit is opened by the engagement of segment l() with a brush 23. Relay A1 will then become (le-'energized and so will open at contact 17 the picleup circuit for relay A2, but the latter relay will remain energized due toits stick circuit until the segment 10 engages'the brush 24. In similar manner, the remaining relays A will .successively become cle-energized at a rate dependent upon the speed of rotation of the circuit controller E, and so at a rate dependent upon the speed of the train. It follows that it the slow-release relay H were not provided, the brake valve F would become cle-energized after the train had traveled a given distance following the receipt ot a stop indication. As soon as relay A3 opens, however, relay H becomes de-energized, and if the speed of the train has been reduced to such value that relay H opens before relay A@ opens, the auxiliary circuit for brake valve F will be closed at contact 27 of relay H before 'the main circuit for this valve opens at contact. l!) of relay A, and an automatic application of the brakes will be prevented. llurthermore, thc closing'of contact28 of relay H will re-energize relay A1 and this will re-encrgize each of the remaining relays in the series A. When relay A3 becomes re-energized, relay H will remain open because its circuit includes contact 30 which does not close until vzo again, and lwhen relay `l-I ag-ain becomes (le-energized, the bra e application will occur or will not occur, accordinghas the speed of the train is above or below a' given value, that is. according to whether ielay -H closes its back contacts bef-'ore orafter relay A6 becomes (le-energized. y

Referring now to Fig. A2, the reference character' designates a receiving coil in which impulses are induced in accordance with the codes represented in Fig. 2". That is to say, one code which is represented by G' and which I will term the fproceed code, comprises being made up of three impulses separated by short time intervals, andeach group of impulses being separated from the preceding and succeeding groups by relatively longer time intervals. In code P each group is made up of onlytwo impulses, whereas in group Y each group is made up of but one impulse. The circuit for coiL 6; includes the winding of a microphone amplifierl J, and when the impulses are short trains ofV alternating current waves this circuit is preferably tuned to reasonance at the frequency'of such alternating current by a condenserv 35. The output circuit'of the amplifierJ includes a battery 34 and the'primary of a transformer 4. The secondary. of transformer 4 supplies energy to a direct current relay-D1 through a rectifier 62. It followsthat relay D1 is energized at the beginning of each code impulse and is de-energized at the end of each such impulse. L

Relay D1 includes a contact 63 which is closed momentarily while the relay is clos# ing and is again closed momentarily While the relay is opening, b u't which contact-'is o en while the relay is closed and also while tllre relay is open. Relay-D1 also includes a contact finger 3 co-oper'ating with a front contact member 3a and a back contacty meinber 31.

The reference characters A, A11, A1.,

i A11 A18 and A111 designate a series of rela s whichl in this view` are normally de-'enerl will first assume that the proceed code represented by G is'being received in the coil (i. Upon the beginninggof the firstV impulse ot one ofthe .code combinations relay D1'V closes and in so doing contact 63 momentarily closes to energize a slow-releasingrelay ,the circuit for which-will be obvious from the drawing. When relay D1 becomes closed,it will' close a circuit for vthe winding of relay A11, which circuit is from terminal B through front contact 3--31 of relay D1.,

wire 36, contact 37 of relay L, wire 64, and

the left-hand half of the winding of Yrelay A11 to termina-1 O. This will cause contacts .42 and 47 of relay A11 to close, and the'latter con groups of impulses, each "groupduring theinterval tactl completes astick circuit for `relay A14 which passes from terminali B through con. tact 40 of relayL, wire 41, cont-.act 47' and the i'iglit-l-iand half of the winding of i'elav Y A1* to terminal O. At the end of thel first impulse relay'D1 will release, thereby again .momentarily energizing relay L, and a circuit will now be closed for. relay A15 whichA circuit passes from teri'iiinal B through back contact 3 3" of relay'D1, wire 38, contact 39 of relay L. contact 42 of relay A11 and the left-hand half ofthe winding of relay A15 to terminal OL Contacts 43 and 48 of relay A1's will therefore close, whereupon a stick 'circuit for' relay A15 will be closed, which circuit passes -from terminal B through Contact 40 of relay L, contact 48 of relay A15 and the right-hand halt` ofthe windingv ofthis relay to terminal O. `The slow-acting characteristic of relay L is such -as to keep this relay closed during thein of relay D1, contact 37 of-relay'L andfcon tact43 of relay A15, vand at the end of the second impulse relay A11 becomes energized through back Contact 3-31 of relay D1, contact 39.0f relay L and contact 44 of relay A111; AThe stickcircuits for relays A11 and A11 include contacts 49 and iespectively, and these circuits will be understood from the similar circuits hereinbefore traced for relays A14 and A15. At the beginning of the thirdinipulse, relay A18 will be energized through contact 45 of relay A11, and at" the endof thisfimpulse relay A1.'J will be energized-through contact 46 ot relay A11. The stick circuits for relays-A11 and A19 include contacts 5 1- and 52 of these'relays res ectively, and willA be understood from the oregoing without. further explanation.

During the interval between the first group ofimpulses andthe second group of impulses relay- Lieleases, thereby opening the l stick circuits for all six relays A14 tobeing received, relays A11 to A11, inclusive,

will lbecome energized during each group of impulses and willagain become de-energized during the intervals between code indicated by Y is being received, relays A11 and A111 will fbeenergized by each impulse and will be come def'energized during the relatively long 4interval between impulses. L

Relay K1 is controlled by contact 53 of regroups; if the lay A15. Relay K2 is controlled by contact 5l of relay A1T and relay K3 is controlled by contact 55 of relay A12; the circuits for the relays K will be obvious from the drawing. It follows that all three relays K1, K2 and K2 w-ill be energized at the end of a group of impulses corresponding to the proceed code G, that only relays K1 and K2 will be energized during the group of impulses corresponding to the code P, whereas only the relay K1 will be energized by the impulses corresponding to the code Y. Each of these relays is sufliciently slow-acting to remain closed during the relatively long intervals between groups of impulses. When all three relays K are closed, the proceed` lamp Gr is lighted through the front contacts 6l, 59 and 56 of` these relays, and a relay M1 hereinafter referred to is energized in series with lamp G. When only relays K1 and K2 are energized, the lamp P is livhted through back contact 61 of relay K2, tront contacts 6() and 57 of relays K2 and K1, respectively, and a relay M2 is energized in series with lamp P. lVhen only relay K1 is energized', caution lamp Y is lighted through back contact G1 of relay K2, back contact 6() of relay K2, front Contact 58 of relay K1, anda relay M3 is energized in series with lamp Y. When all three relays K are de-energized, the stop lamp R is lighted .through back contacts 61, 60 and 58.

It should be noted that in the event of continuous supply of energy to the receiving coil 6, relay L will be de-energized so that all relays A1'1 to A1D will be de-energized and the stop lamp R will be lighted. Of course, the same thing is true in the event of continuous de-energization of the receiving coil 6.

When cab signals alone aredesired, the apparatus thus far described is all that is needed, relays M1, M2 and M3 beingA omitted; and the apparatus up to this point is also suitable for use in the control of waysidesignals'. When used on a train, however, and it is alsovdesired to impose speed limits corresponding to the cab indications, the relays M may be provided and these relays together with relay L, and back contacts 68, G9 and 70 on relays K, may control a series of relays A1 to A13 in the following manner:

Assuming that the proceed lamp G is lighted, relay M1 will be closed, and when relay L is closed relay A1 will become energized by a circuit which includes contact 72 of relay L and Contact 65 of relay M1. The closing of relay A1 completes a stick circuit for this rela through contact 21 of the relay and circuit controller E, and the closing of relay A1 also completes at contact 17 the pick-up circuit for relay A2. This operation is repeated throughout the entire series of relays A, so that all of these relays "lighted, the s become closed in a very short interval of time. Relay A13 completes at contact-172 the normal circuit for winding 2O of the brake valve F. pulses of the first group ,in the code have been completed relay L drops, and so contact 72 opens the pick-up circuit for relay A1. Then when insulated segmentl 10 of circuit controller E engages brush 23, the stick circuit for this relay becomes opened, whereupon relay A1 releases This opens the pick-up circuit for relay A2, and when segment 1()\ engages/brush 24, the stick circuit for relay A2 is broken, lso that this relay releases. In similar manner, the remaining relays Aare successively opened upon each half revolutioi of member 30 of circuit controller If the speed of the train is such that relay A13 opens before the 'next group of impulses begins, that is before relay L becomes energized, brake valve F will be deenergized and the brakes will be applied. If, however, the speed of the train is such that relay L becomes energized before relay A13 opens, all of the 'relays A which have j been opened will become closed in a very short interval of time and the brake application will be prevented. The apparatus thus imposes a maximum speed limit when the proceed lamp G is lighted.

Assuming now that the first caution lamp Pis lighted, relay M2 will be energized and relayM1 will be de-energized. Then when relay L closes, the operation will be the same as before, except that the .pick-up of relays A and the release" 'of these relays will begin with relay A4 and so after relay L becomes de-energized upon the completion of the second impulse of each group, a shorter distance of train movement will elapse beforel relay A1s will release. It follows that if the train is exceeding a certain speed which is lower than the s eed ermissible while the roceed lamp is ight'ed, the brakes will e applied, whereas, if such lower speed is not exceeded, an automatic brake application will be revented. l/Vhen the second caution. lamp Y 1s lighted, relay M-s is energized and relays M1 and M are4 (le-energized, and the operation is the same as before, except that the pick-up and release of the relays A be ins with relay A2, thereby imposing a stil lower speed. Assuming now thaty the stop lam) R is ed limit is determined by the time re uire for a slow ick-up relay N to close its front contact a er therelay becomes energized` Relay N is provided with a circuit which includes a back contact 73 of relay A8. Upon the completion of the last code impulse prior to lighting of stop lamp R, relay A will open, thereby closin at contact 7 3 the circuit for relay N, and i brake valve F is closed and the speed of the train is such that this relay closes before As soon as the three iml notclose prior to the release of relay A1,

the main circuit for brake valve winding 20. will become open at Contact 172, and the auxiliary circuit cannot, therefore, be closed, because it is open at contact 29. The low speed limit is therefore determined by the time required for relay N to. close after this relay becomes energized.

`In order to lprovide a constantly recurring low speed limit while the train is running under stop conditions, a relay Q is provided with a circuit controlled by front contactl79 of relay A13. When relay A13 releases, relay Q- becomes de-energized, thereby closing at contact 171 the pick-up circuit for-'relay A1, this circuit being from terminal B, through back contact 61 of relay K1, back contact of relay K2, back contact 58 of relay K1, back contact 171 o f relay Q, vand the rightfhand half Vof the winding of relay A8 to terminal O. Relays A11 to A13, thereupon become energized, .and the closing of relay A1s closes the circuit for relay Q, so that relay A8 again releases and the successive opening of relays 4As to'A11 again takes place at a rate dependent' upon the speed of the train. This process will be repeated indefinitely as long as the stop lamp R is lighted and the speed of the Atrain remainslow enough to avoid operation of the brake valve F.

Referring now to Fig. 3, I have herein shown a modified form of apparatus 4which may be controlled by therelays K in Fig. 2 for imposing speed limits on the train. In Fig. 3 the relays A1 to A11 inclusive are controlled by relay L of Fig. 2 in such manner that these relays are pickedup whenv relay L is energized, and aresuccessivelyreleased only in accordance with the progress of the train when relay L is de-energized. The speed limits, however, are imposed 1n a somewhat dili'erent manner, from Flg. 2.

vIn Fig.l 3 the relay N has a' somewhat longer time interval of pick-up than the corresponding relay in F-ig. 2, and this relay determines in all instances the speed l1 m 1t which is imposed on the train. 4The mam circuit for the brake valve. F includes contact 172 of relay A11, as 1n the preceding views, Whereas the auxiliary circuit for this brake valve includes front contact 71 of relay N and Contact 29 operated by the brake valve F. y

First assuming that theproceed lamp` G is lighted,y the circuit for relay N is from terminal B, through front contacts 61, 59 and 56 of relays K, back contact 74 of relay .sively release.

A1, and the winding of relay N to terminal O. When relay L is closed, all relays A1 to A11 will become closed, and when relay L releases, the relays A1 close contact 7 4 so that relay N will become energized. If the speed of the train is such that contact 71 of relay N closes before the last relay A11 releases, the brakes will not 'be applied,'but if the speed of the train is such that the last relay A11 releases before contact 71 of relay N closes, an automatic brake application will-be incurred.

T If the lirst caution lamp P is lighted, the operation Will, be thc same, except that the circuit for. relay N will include back contact `75 of relay A1, so that the speed of the train is determined by the distance required for the relays A5 to A11, inclusive, to release, and this distance, of course, is less than the dista-ncev required for relays A2 to A11 to release. If lthe second caution lamp Y is lighted, the operation is the same as before, except that the circuit for relay N will include Contact 76 of relay A, and so the speed of the train Vis determined by the distance 'required for relays A1 to A11, inclusive, to

release. vIf the stop lamp R is lighted, the operation is again the same, except that the circuit forrelay N includes contact 77 of relay A8, and so. the speed of the train is-v to A11 will succes- The release of relay A1 will 7 Ato the relays A1 to A11 again become energized l and the successive release of these relays again occurs. gized until relay A1j releases, however, and so a constantly recurring low speed limit is will depend on whether or not relay A11 releases before relay N closes. Y i

Although I have herein shown and de scribed only a few forms of apparatus embodying my invention, 'it is understood that various changes and vmodifications may bel made therein Within the scope of the appended claims without departing from the sive release o said relays at a rate propora brake a tional to the speed o f the train, plication` valve set into operation when t e last relay of said series releases,`and means for preventing said valve from being set in Relay N does not become ener- 'no -imposed and the application of the brakes' .l

tooperation upon release ofsaid. lastrelay if more than a given interval of time is consumed by the release Vol? a given number 'of said relays..`

2. In 'combination on arailway tram, a

series` of rela s, means for causing succes'- sive release o saidyrelays at a rate proportional to' the speed' of the-train, means for beginning such release atdilferent'relays in the series under different ,trame-conditions, and governing mechanism controlled in aecordance withthe time elapsing between the release of the relay which releases first and Vthe release of the last relay 'in the series.

3411i combination on a railway train, a.

,series of "rela s, means for causing succeslsive-release o said'relays at a ratelprolor- .tional to the speed of the train, a slow acting device, mea-ns for starting operation of said device upon the release of different ones ot' said relays depending upon trae conditions, and governing mechanism on 'the train set intooperation if the time required for said device to operate' is greater than the time consumed by tbe release of all of the relays subsequent 'tothe relay whichkstarts the operation offsaid'device.

In testimony whereof lIvallix my .si-gnature.

'LABS o. GRONDAHIQ. 

